Description of the Project:
The track connects the eastern and western regions of Syria, and it goes through 4 provinces. The project contained 128 bridges and 376 culverts. The bridges were classified into 6 categories according to the cross section (two slab and 4 girder systems). The structures had a wide range of different deficiencies and various repair methodologies. See Appendix for further explanation.
My Role in the Project (in Detail):
1) I undertook the responsibility to lead the team to inspect the structures. I divided the team into 4 separate provinces. I coordinated the teams, collected data, and prepared reports to be filled in sites. Sometimes, I moved among the regions and supervised the team works, especially when there is a significant deficiency in some bridges, and other times I stayed in Raqa region (as it is in the mid track) to prepare the rest of the tender contract documentations, see fig. (77). The inspection implied two purposes:
· Filled up an inventory form which was one spread sheet; had all the necessary information on each bridge/culvert, i.e. location, skew, number of piers, spans, type of crossed obstacle … etc.
· Inspected the structures, found the way to access, took photos for the deficiencies (with reference to the scale), fill up the inspection forms, and give a grade for each deficiency. We drew sketches in field to locate these deficiencies and to measure the future repair work. I arranged all these information into ready-to-use forms in the office, and I handed copies of them to the three teams when they started.
2) All field works were performed side by side with structural evaluation and rating. I used the FE modeling technique to run the analyses. I included the deficiencies in the calculation formulas.
3) The second stage in the project was to find out the most efficient strengthening procedure for the structures after taking their existing residual strengths into considerations. As usual, I used the inspection and the load rating data to define the list of repairs required to bring the structures up to an acceptable condition and an appropriate remaining life. The restoration, improvement and strengthening of the structures implied different activities, these were:
· For the culverts: crack injection, pipe separation sealing, scour filling, cast new aprons and lengthening of some culverts, as well as earthworks, new embankments, cleaning and applying preventive coatings, see fig. (78).
· For bridges: deteriorated concrete removals, injecting the cracks under pressure with epoxy resin, FRP strengthening, expansion joint replacement, shotcreting, applying epoxy mortars, parapets and handrail blasting/painting or replacements, maintenance of expansion joints and installation of new steel bearings, new drainage and coating systems, figure (79).
I used ASTM, AASHTO materials, manufacturer certified documents to prepare the guide for repair work, Specifications, and method of payments. Such documents explained the technical properties, precautions, storage, hazards, in field tests, the application procedure and the equipment or tools needed.
4) The quantity surveying, approximate cost estimates and prices were accomplished by a specialist associate engineer (technologist), and I revised these quantities.
5) I prepared maintenance priority lists (with negotiation with the client) that put all the structures in order according to their importance, condition and rating. These lists showed preferences of repair certain structure than another. This priority lists could be considered as master plan for the next 5 years in accordance with the financial budgets allocated by the client for the project ( That gave the client idea to start Bridge Management System)
The track connects the eastern and western regions of Syria, and it goes through 4 provinces. The project contained 128 bridges and 376 culverts. The bridges were classified into 6 categories according to the cross section (two slab and 4 girder systems). The structures had a wide range of different deficiencies and various repair methodologies. See Appendix for further explanation.
My Role in the Project (in Detail):
1) I undertook the responsibility to lead the team to inspect the structures. I divided the team into 4 separate provinces. I coordinated the teams, collected data, and prepared reports to be filled in sites. Sometimes, I moved among the regions and supervised the team works, especially when there is a significant deficiency in some bridges, and other times I stayed in Raqa region (as it is in the mid track) to prepare the rest of the tender contract documentations, see fig. (77). The inspection implied two purposes:
· Filled up an inventory form which was one spread sheet; had all the necessary information on each bridge/culvert, i.e. location, skew, number of piers, spans, type of crossed obstacle … etc.
· Inspected the structures, found the way to access, took photos for the deficiencies (with reference to the scale), fill up the inspection forms, and give a grade for each deficiency. We drew sketches in field to locate these deficiencies and to measure the future repair work. I arranged all these information into ready-to-use forms in the office, and I handed copies of them to the three teams when they started.
2) All field works were performed side by side with structural evaluation and rating. I used the FE modeling technique to run the analyses. I included the deficiencies in the calculation formulas.
3) The second stage in the project was to find out the most efficient strengthening procedure for the structures after taking their existing residual strengths into considerations. As usual, I used the inspection and the load rating data to define the list of repairs required to bring the structures up to an acceptable condition and an appropriate remaining life. The restoration, improvement and strengthening of the structures implied different activities, these were:
· For the culverts: crack injection, pipe separation sealing, scour filling, cast new aprons and lengthening of some culverts, as well as earthworks, new embankments, cleaning and applying preventive coatings, see fig. (78).
· For bridges: deteriorated concrete removals, injecting the cracks under pressure with epoxy resin, FRP strengthening, expansion joint replacement, shotcreting, applying epoxy mortars, parapets and handrail blasting/painting or replacements, maintenance of expansion joints and installation of new steel bearings, new drainage and coating systems, figure (79).
I used ASTM, AASHTO materials, manufacturer certified documents to prepare the guide for repair work, Specifications, and method of payments. Such documents explained the technical properties, precautions, storage, hazards, in field tests, the application procedure and the equipment or tools needed.
4) The quantity surveying, approximate cost estimates and prices were accomplished by a specialist associate engineer (technologist), and I revised these quantities.
5) I prepared maintenance priority lists (with negotiation with the client) that put all the structures in order according to their importance, condition and rating. These lists showed preferences of repair certain structure than another. This priority lists could be considered as master plan for the next 5 years in accordance with the financial budgets allocated by the client for the project ( That gave the client idea to start Bridge Management System)
